Over the years,a number of attempts have been made to revive the Custer. They are shown in this section to demonstrate newer ideas, and improvements in Channelwing theory. Only ideas that have been researched and designed by aerodynamic professionals are included. These aircraft are capable of being built and flown to design specifications, according to research data mentioned earlier, and competent research conducted since.

Designs by Product Development Group
The P-20 Raider and the P-50 Devastator

Sometime in the late 1980s, an international consortium called the Product Developement Group was formed to design and build aircraft for the U.S. military. These designs incorperated up to date technology and new innovation for the channelwing. After a great deal of searching, I have found the full production drawings for the two aircraft. It would appear that they were to compete with the V-22 "Osprey", but the project fell through with the death of the major backer. I have many pages of "demo" drawings such as these, along with performance data, tooling requirements, etc. These are truly impressive aircraft by any standards. This performance coupled with the reliability would seem to place them far ahead of the V-22 Osprey. Although they could be designed for vertical takeoff, it would seem of little use considering the slow approach and takeoff speeds. You will note the channel is placed in front of the wing, with a stub wing behind it. This gives a very strong structure ( +8, -4 G) that would make the P-50 a real contender for close support or high speed attack roles. Judge for yourself, keeping in mind that these designs were the product of University studies, competent engineering, and hundreds of hours of flight testing, rather than the wishful dreams of a novice.

View P-20 Raider statistics
View P-50 Devastator statistics

The Rhein Flugseubau Company RFV-1
In the 1960's, The channelwing was studied by Rhein Flugseubau Company of Monchengladbach, West Germany, for the German government. Their chief engineer, Hanno Fisher, was recognized as one of the finest engineers in germany. He added several new concepts to the Custer. On the RFV-1 he placed a single channel on top of the aircraft, on centerline. This removed the need to cross shaft the two engines, which drove a single prop behind the channel, and erased any roll problem experienced in case of an engine out on takeoff, or during low speed operation. This was seen as a plus, even though a single channel creates less static vertical lift. Fisher also added an annular duct around the prop, which transitioned into the Custer channel. This added low speed thrust and channel lift, while helping solve the critical, prop tip / channel clearance, at various power settings. He also added an "oberflügel" in front of the duct, and in the channel, which added extra static lift. Considerable research was done at the University of Aachon, 20 miles from their production facility along with 100 actual flight tests. work on the RFV-1 progressed through these flight tests, but apparently didn't survive fine tuning. According to one knowledgeable source, Rhein Flugseubau decided to add extra width to the fuselage, to gain passenger space. The added structure interfered with the airflow into the channel, reducing the efficiency, and eventually dooming the German project, due to an austerity program by the government in the 60's. This caused a lack of funds to re-work the passenger area and the project was dropped sometime in the late 60's, in order to work on more profitable projects, and the aircraft was parked. I have no knowledge of the disposition of the aircraft at this time.
	Channelwing innovations by Hanno fisher. 1. Annular duct 2. Oberflügel 3. Custer channel faired to annular duct. 4. Control surface flaps in prop wash for low speed control and added lift.
	Specifications for the Rhein Flugseubau RFV-1     Empty Wt. 3,740 lbs. Useful load 1,573 (less fuel) Fuel allowed 1,507 lbs. MATOG 6,820 lbs Power 2 - 250 HP Lycoming Speed:   Max. (two engine) 200 MPH Max. (single engine) 154 MPH Normal cruise 194 MPH Climb: 2796 fpm T.O. distance 161 ft. T.O. over 50' obstacle 361 ft

Two Place Civil VSTOL
In the 1950's, The Custers started a design on an aircraft for the light plane market. The main feature was 50' takeoff and landing distance, along with 160 mph cruise. With modern design, this could be improved, particularly in the cruise speed area. Little more can be done with the takeoff distance, as you need some forward speed to have enough airflow over the controls to maintainstable flight. With modern composits, and latest designs, it should cruise above 180 mph using a 160 HP powerplant.

Two placed light plane envisioned by Willard Custer, held by Harold "Curley" Custer.